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Ms. Sharmistha RoyDr. Sanjay Gupta
School of Planning & Architecture, New Delhi
Research Symposium, Public Transport Planning
8TH URBAN MOBILITY INDIA 2015CIRCULAR RAILWAY
REVITALIZATION STRATEGIES FOR URBAN CIRCULAR RAILWAYSYSTEM IN A METROPOLITAN CITY
CASE STUDY: KOLKATA
STRUCTURE OF PRESENTATION
> Research Context
> Profile of Kolkata City
> Circular Railway Profile
> Circular Railway Characteristics
> Potential Demand Assessment on Circular Railway
> Development of Alternate planning strategies
> Comparative Evaluation of Alternate Strategies
> Summing Up
> Recommendations and Areas of Further Research
RESEARCH CONTEXTUrban Transport = Sustainable Public Transport
Roads Widening, building new expressways or expensive metro is not enough. Public transport needs toachieve an increasing share of trips, for a city to remain economically viable
Sustainable Solution????
Tremendousgrowth in
Population
Massivetravel
demand
Poor Qualityof Publictransport
Overdependenceon Personalized
modes
Vehiclegrowth /year
Congestion/pollution andpoor safety
environment
Population growth Vehicle growth Modal share in India
Cities require a sustainable transport system
Rail Transit such as Metro or Commuter railway
Higher Carrying capacity High Service quality More comfortable and faster Environment friendly Potential for sustainable mobility Greater long run value
Commuter railway
Poor Service Poor operational performance
Low Ridership ?
Kolkata Circular Railway is one such example of poor service withlow ridership and has a potential fruitful role in meeting mobilityneeds of the city
Research NeedAppropriate strategies need to be explored to revitalize Circular Railway operate withfull potential to meet city’s growing travel demand.
OBJECTIVES & RESEARCH METHODOLOGY
To appreciate the role and importance of Urban Railway system in city’s overall transport system andto review best practices on Urban Rail Network planning;
To assess network, abutting land use pattern, traffic and travel desire and feeder traffic along thecase study Circular Railway corridor of Kolkata;
To study the existing operational characteristics and user’s characteristics of Circular railway and itscompeting modes to identify constraint for the low patronage on the circular railway;
To develop a mode choice model for carrying its evaluation;
To evolve alternate strategies for assessing the ridership potential on Circular railway;
To recommend planning strategies for revitalization of Circular Railway.
Objectives:
Stage 1 Stage 2 Stage 3 Stage 4 Stage 5 Stage 6
Review ofBest Practices
and Urbanrailway system
Identificationof Existingstatus of
C_railway interms ofphysical
characteristics
Primary surveydata collection
&Secondarysurvey datacollection
Data analysis&
Identification ofissues
Potentialdemand
assessment onC_railway
&strategies
development
Evolve andEvaluatealternatestrategies
&Recommendappropriatestrategies
Methodology:
REVIEW OF URBAN RAIL NETWORK
In developed counrtiers, New York, Singapore and Shanghai rail network – MRT system / Metro In Indian cities, Mumbai, Kolkata, Bangalore and Chennai rail network – Suburban Commuter rail network
Shanghai:
425 428
640
0
100
200
300
400
500
600
700
New York Singapore Sanghai Mumbai Bangalore Kolkata Chennai Delhi Ringrailway
Railw
ay R
oute
Len
gth
(km
)
Cities name
Urban Railway Route Length (km)
5.76
7.586.8
0
1
2
3
4
5
6
7
8
New York Singapore Sanghai Mumbai Bangalore Kolkata Chennai
Daily
Rid
ersh
ip (m
illio
n)
Cities
Urban Railway Daily Ridership (million)
Mumbai:
Route Length 425 kmDaily Ridership 5.76 million
Shanghai Rail
Shanghai features thelongest metro networkin Asia at 425km.
The plan is to develop a system comprising 22lines and 877km of rail by 2020. Currently, 42%of the population in Central Shanghai is servedby a metro station within a 600m radius.
Route Length 428 kmDaily Ridership 7.58 millionNo. of Daily services 2342 nos.Headway 5-7 MinTrain frequency 8-10Train/hr
Mumbai suburban Rail
Mumbai Suburban Railway is one of the busiestcommuter rail systems in the world. Fourdifferent corridors are- Western, central,Harbour line and Trans-Harbour
Source: Western Railway of India, Transport Policies andPatterns: A Comparison of Five Asian Cities
DATA BASE
On Board Survey (train) = 273Off Board survey (stations) = 482
Total sample collected from train = 755
Passenger O/D survey:Bus: 25 samples
Metro: 30 samplesTram: 15 samples
Sample Collection:
2.1% sample collectedduring the survey.
Secondary Data Collection:Station wise boarding passengers
Circular railway physical characteristicsOther public transport details- route, fare,
and other characteristics
KOLKATA CITY PROFILE
Transport system Characteristics:
Kolkata, is the capital of the Indian state of West Bengal. Located on theeast bank of the Hooghly river, it is the principal commercial, cultural,and educational centre of East India.
Area 1886.67 km2Population 1,41,12,536Work force partcipation rate (census 2001) 34.50%kolkata's literacy rate 87.14%
Kolkata Demographic Profile
Road Network: 5 National Highways (NH- 2,6,34,35,117), Regional roadlength 107km, Arterial road length 242 km
Only 6%passenger
movements(Circular Railway)
CIRCULAR RAILWAY PROFILE
Circular Railway:
The Kolkata Terminal Committee 1947 recommended construction of railway network forkolkata from Dum Dum to Majerhat and back to Dum Dum- a circular loop. It was namedas “Circular Railway”
Kolkata Circular railway is a railway line that encirclesthe entire city of Kolkata.
This 24.58km circular system passes through theheart of the city or CBD carrying 36,000 passengersdaily destined for the CBD.
Circular Railway route is single line connectionbetween Dum Dum and Majerhat station but inplatform area it becomes double.
Year 2013 2014 2015-FebrurayDaily Boarding Pasengers 33046 33720 36156
1
23
45
6
7
8
9
10
11
12
13
1 – Dum Dum stn.2 – Patipukur stn.3 – Kolkata stn.4 – Tala stn.5 – Bag Bazar stn.6 – Sova Bazar stn.7 – Burra Bazar stn.8 – BBD Bag stn.9 – Eden Garden stn.10 – Princep Ghat stn.11 – Khidirpur stn.12 – Remount rd stn.13 – Majerhat stn.
No. of stations 13
Major stations Dum Dum Jn., KolkataStn., Majerhat Jn.
SuburbanConnectivity
Dum Dum Jn.- NorthSuburban MajerhatJn. -South Suburban
C_Railway stations
No. of stations 13Inner station distance(km) 1.2
Total Trains/day 32 nos.Per disrection trains 16 nos.
C_Railway Characteristics
CIRCULAR RAILWAY SYSTEM CHARACTERISTICS
Circular Railway Train Formation
Circular Railway route is single line connection between Dum Dum and Majerhat station but in platformarea it becomes double.
Basic unit is 3 coach units with one motor coach, onetrailer coach and one driving coach- 9 car commutertrain.
Circular Railway Train Operation
Rs.0.44/km
Rs.0.33/km
Average cost / passenger km
Average fare / km
Station
9-car TrainPassenger carrying capacity of 9 car train
with standing @6 per sqm2382 nos. passenger
DC+MC+TC+TC+MC+TC+TC+MC+DCMC- Motor Coach DC- Driving Coach TC- Trailer Coach
Circular Railway Train Operation
It is observed that thetrains are operatedonly 4 hours inmorning peak hourand 4 hours in eveningpeak hour.
Train TypeEMU train
(Commuter rail)
Operation time(08:00-12:00) -(15:00-19:00)
No. of Coach 9 coachesAvg. train speed 20-22 kmphDwell time 30 secHeadway (Peak hour) 20-30 minHeadway(Non peak hour) 50-55 minFrequency (Peak hour) 2Train capacity 2382Route capacity/hour/direction 4764
Existing 8 Hrs. Operation
Daily Passeneger 36156Avg. trip length 15 kmNo. of Trains/day 32-33 nos.Per direction train 16 nos.Roundtrips 16Avg. running route length/day 16.79 kmtotal train km/day 537total seat km/day 1279801Passenger km/day 542340Peak hour load factor 0.71
Inferences: Existing operation running in loss, passenger fare is lower
than average cost per passenger. Low frequency and long waiting time
CIRCULAR RAILWAY LAND CHARACTERISTICS
Inferences: Major land use residential and commercial One side of the railway corridor is blocked by Hooghly River high ridership station’s catchments area density is high and land
value is also very high rather than other station’s catchments area.
Major land uses-residential,commercial andmixed land use.Government officesand railway area arealso a major part ofthe surrounding landuse.
The maximumconcentration ofcommercial (includingadministrative andoffice) areas is in BurraBazar, BBD Bagh, andEsplanade areas whichform the CentralBusiness District (CBD).
Dum Dum stn.
Patipukur stn.
Kolkata stn.
Tala stn.Bag Bazar stn.
Sova Bazar stn.
Burra Bazar stn.
BBD Bag stn.
Eden Garden stn.
Princep Ghat stn.
Khidirpur stn.
Remount rd stn.
Majerhat stn.
Station NamePopulation
(catchment are)Density
(pph)Kolkata stn. 256458 363BBD Bag 300527 425Dum Dum Jn. 273125 410Patipukur 81728 116Burra Bazar 298746 423Eden Gradens 94441 134Sova Bazar 220894 364Bag Bazar 225433 371Remount Road 79080 112Tala station 203897 288Khidirpur 103108 146Princep Ghat 120817 171Majerhat station 219845 311
CBD
CIRCULAR RAILWAY CONNECTIVITY CHARACTERISTICS
Inferences: Lack of proper transport supply at each stations No provision of para transit at the stations.
Average no. of Busstops (within 1.5kmcatchment area)
5-6 nos.
Frequency (min) 7-10 min
Fare0-3km - Rs. 6, 3-
6km - Rs. 7
all stations haveaccess to bus stopswithin catchment
area
Bus
Average no. of stations(within 1.5kmcatchment area)
1-2 nos.
Frequency (min) 3-5 min
Fare0-5km - Rs. 5, 5-
10km - Rs. 10
southern part ofthe C_railway
stations don't haveaccess to metro
station
Metro
Average no. of stops(within 1.5kmcatchment area)
6-7 nos.
Frequency (min) 25-30 minFare Rs.4 - Rs.7
Most of the stationshave tram stops
within catchemntarea
Tram
Average no. of stops(within 1.5kmcatchment area)
1-2 nos.
Frequency (min) 15-20 minFare Rs.7 - Rs.10
Ferry
Most of the stationsdon't have ferry
connectivity
CIRCULAR RAILWAY PASSENGER CHARACTERISTICS
Inferences: More than 30% passengers are dependent on C_railway Most of the passengers are suburban passengers
Passenger Typology: Access-Dispersal Mode:
84% passengers are suburban passengers. 32% passengers disperse within 1 km by walk and
average passenger’s trip length is within 1.5km. Maximum 65% passengers take 10 mins to access and
disperse from/to station. 40% line haul passengers take50 mins times to travel.
Rail passenger- both side walk- only dependent on Circularrailway.
A type 2000-20000B type 1000-2000C type 100-1000
Station Category
Based on Ridership
Inferences: Walk is the predominant mode of transport Avg. dispersal trip length is only 4% of the total trip length
Classifications
Station NameAvg. Dispersal
Trip length(km)
Avg. line haultrip length
(km)
Avg. Triplength(km)
Avg.Dispersal
time (min)
Waitingtime(min)
WalkShare (%)
% ofDispersal to
Line haul
% ofDispersalto Total
trip lengthkolkata Stn. 1.46 16.63 18.09 7.5 12.5 85% 8.8% 8.1%BBD Bag 0.67 29.93 30.6 5.8 12 79% 2.2% 2.2%Dum Dum jn. 0.96 10.22 11.18 8.7 15.3 64% 9.4% 8.6%Patipukur 1.02 19.15 20.17 9.5 13.8 54% 5.3% 5.1%Burra Bazar 0.68 23.17 23.85 8 12.3 99% 2.9% 2.9%Eden Gradens 1.39 26.27 27.66 9.4 12.1 17% 5.3% 5.0%Sova Bazar 0.81 24.23 25.04 8.3 14.4 88% 3.3% 3.2%Bag Bazar 1.07 14.07 15.14 7.9 15 38% 7.6% 7.1%Remount Road 1.43 8.27 9.7 9.6 15 1% 17.3% 14.7%Tala station 0.72 17.16 17.88 7.8 14.8 90% 4.2% 4.0%Khidirpur 1.5 14.02 15.52 9.7 13.4 1% 10.7% 9.7%Princep Ghat 1.11 24.86 25.97 6.6 15 55% 4.5% 4.3%Majerhat station 1.68 14.44 16.12 10.4 15 5% 11.6% 10.4%
A
B
C
Avg. length of dispersal trip isabout 5.5% of the avg. mainline haul trip length and 4% oftotal trip length
Access-Dispersal Mode:
Maximum 60% of C_railway passengers areconsidered walk as predominant mode ofaccess dispersal.
60 %4 %
5.5%
CIRCULAR RAILWAY PASSENGER CHARACTERISTICS
DEMAND ASSESSMENT ON CIRCULAR RAILWAY
UTILITY MODEL 1: Shift from Metro to Circular Railway
UTILITY MODEL 2: Shift from Other competing modes to Circular Railway
A utility based mode choice model was developed taking into account the travel time, travel costsand level of service attributes of the competing alternative travelling modes
To assess the existing travel behaviour of the passengers and also the potential shift which mayresult owing to improvements in service levels and operating environment of circular rail
Parameters: Line haul Time, Line haul Cost, Waiting Time, Access/Dispersal time, Access/DispersalCost. 80% samples are used for the equation and 20% samples are used for validation the equation
Parameters: Travel cost, travel time, Waiting Time, 80% samples are used for the equation and 20%samples are used for validation the equation
DEVELOPMENT OF ALTERNATE STRATEGIES The present system is underutilized has a potential to meet city’s growing travel demand. A number
of strategies need to be explored to revitalize C_railway and for assessing the ridership potential onC_railway.
Strategy Impact: System Performance User satisfaction Environmental impact
Business As UsualIn BAU the passenger demand hasn’tbeen restricted by any assumptions orconditions and the growth is calculatedbased on the present trend
Improvement in Service frequencyand Fare level of C_railwayPassenger shift towards C_railway wasfound by improving service frequencyand fare level of Circular railway
Completion of Entire CircularNetwork (Loop)More number of passenger shift towardsC_railway was found by completion ofentire circular loop
Improvement in station Connectivityby Transit systemA portion of metro line users wereassumed to be travelling by C_railway byimproving in station connectivity by transitsystem
Improvement in potential ridershipby re-densification in catchmentareaPassenger shift towards C_railway wasfound by re densification in catchmentarea
1
2
3
4
5
Strategy Base Development:
APPLICATION OF MODEL IN ALTERNATE STRATEGY DEMAND ASSESSMENT
STRATEGIES
Business As Usual
Improvement in stationConnectivity by Transitsystem
Improvement in Servicefrequency and Fare levelof C_railway
Improvement inpotential ridership by re-densification incatchment area
Completion of EntireCircular Network (Loop)
CONCEPT
Passenger growth ratebased on the present
usual trend
50% reduction in waitingtime and 10% reductionin access-dispersal time
50% reduction in waitingtime and 50% increase inC_railway passenger fare
Densification based onavailable un-developed
area
Circular Loop
INPUTS
Daily boarding passengers– secondary data (growth
rate factor – 1.03)
Utility Model 1 +C_railway waiting time +
C_railway A_D time+annual Metro passengers
Utility Model 2 + C_railwaywaiting time + C_railway
fare + annual passengers ofother modes
Strategy 3 ridership +additional passenger afterre-densification based on
employment and householdsize (40,000 pass)
Strategy 3 ridership +estimated passenger fromnew catchment area based
on the density andregression equation
(21,000 pass)
2020 2025DEMAND
0.43 lakh 0.50 lakh
0.47 lakh 0.54 lakh
0.72 lakh 0.9 lakh
1.12 lakh 1.30 lakh
0.93 lakh 1.11 lakh
1
2
3
4
5
STRATEGY 1: BUSINESS AS USUAL STRATEGY
ParametersYear 2020 2025Ridership (Daily Boarding) 43,172 50,048HeadwayFrequencyNo. of Trains/dayPeak hour Load factor 0.85 0.99Passenger km/day 6,47,580 7,50,720Average cost / Passenger km Rs. 0.36 Rs. 0.32Average fare/ km Rs. 0.33 Rs. 0.33Loss/profit in cost/pass km -0.03 0.01
32 nos. (16 train/direction)
System Performance
30 min2
2020 202543,172 50,048
Circular railway Passengers
Inferences: Load factor will increase more than 20% in
horizon years. system will operate in loss
In this strategy the C_Railway passenger’s growth hasn’t been altered by any assumptions or by anyother factors.
The growth is calculated based on the present usual trend, same headway, frequency, operatingtime and numbers of trains were considered to evaluate system performance.
Year Load factor % increase Load Condition Comfort levelExisting 0.71 Within Safe load High
2020 0.85 19.7% Within Safe load High2025 0.99 39.4% Crush Load Moderate
User Satisfaction
STRATEGY 2: STATION CONNECTIVITY IMPROVEMENT
ParametersYear 2020 2025Ridership (Daily Boarding) 47,300 54,500HeadwayFrequencyNo. of Trains/dayPeak hour Load factor 0.52 0.6Passenger km/day 7,09,500 8,17,500Average cost / Passenger km Rs. 0.66 Rs. 0.58Average fare/ km Rs. 0.33 Rs. 0.33Loss/profit in cost/pass km -0.33 -0.25
15 min
System Performance
464 nos. (32 train/direction)
Year Load factor % increase Load Condition Comfort levelExisting 0.71 Within Safe load High
2020 0.52 -26.8% Within Safe load High2025 0.6 -15.5% Safe Load High
User Satisfaction
2020 202547,300 54,500
Circular railway Passengers
Inference: Shift from Metro to C_Raiway is found very less. System will run in loss because metro is more preferable than commuter rail.
In this strategy the outcomes of C_Railway and Metro railway passenger’s surveys were used tocalculate the passenger shift from Metro to C_Railway.
A particular section of the Metro line is considered here from Dum Dum station to Esplanadestation and the Metro users were interviewed based on various attributes and with respect to thatthe conclusions were made.
Utility Model 1+ Concept 2 = Passdemand
STRATEGY 3: SERVICE FREQUENCY AND FARE LEVEL IMPROVEMENT
ParametersYear 2020 2025Ridership (Daily Boarding) 72,000 90,000HeadwayFrequencyNo. of Trains/dayPeak hour Load factor 0.79 0.98Passenger km/day 10,80,000 13,50,000Average cost / Passenger km Rs. 0.24 Rs. 0.35Average fare/ km Rs. 0.50 Rs. 0.50Loss/profit in cost/pass km 0.26 0.15
System Performance
15 min4
64 nos. (32 train/direction)
Year Load factor % increase Load Condition Comfort levelExisting 0.71 Within Safe load High
2020 0.79 11.3% Within Safe load High2025 0.98 38.0% Crush load Moderate
User Satisfaction
Inference: After increased in fare structure, it is found that passengers are willing to shift
from other modes to Circular Railway.
Environmental impact: In 2025, 17% emission
is reduced for shiftingfrom Bus to C_railway.
2020 202572,000 90,000
Circular railway Passengers
Bus, Metro and Tram are considered as other modes and users were interviewed based on variousattributes and with respect to that the conclusions were made.
it is found that 14.5% of Metro users, 15% Bus users and 19.5% tram users will be shifted toC_Railway.
Fare and waiting time- the two most important factors are considered in this strategy.
Utility Model 2+ Concept 3 = Pass demand(Shift from Bus, Metro and Tram)
STRATEGY 4: RE-DENSIFICATION
ParametersYear 2020 2025Ridership (Daily Boarding) 1,12,000 1,30,000HeadwayFrequencyNo. of Trains/dayPeak hour Load factor 0.92 1.07Passenger km/day 16,80,000 19,50,000Average cost / Passenger km Rs. 0.35 Rs. 0.31Average fare/ km Rs. 0.50 Rs. 0.50Loss/profit in cost/pass km 0.15 0.19
System Performance
15 min4
64 nos. (32 train/direction)
Year Load factor % increase Load Condition Comfort levelExisting 0.71 Within Safe load High
2020 0.92 29.6% Crush load Moderate2025 1.07 50.7% Super crush load Low
User Satisfaction
2020 20251,12,000 1,30,000
Circular railway Passengers
Inference: Based on those three zones, additional population
and employment were calculated and combinewith strategy 3.
Additional 40000 passengers will be increasedafter re-densification along the circular railway
In this strategy, three zones are demarked based on the existing density of the catchment area andland use of the areas.
Three zones are 400m, 800m, and 1.5km radius catchment area. The outcomes of three zones’ density, FAR, building heights, built up areas were used to find out
the re-development opportunities along the C_Railway corridor.
Strategy 3+Concept 4= Pass demand
STRATEGY 5: COMPLETION OF CIRCULAR LOOP
ParametersYear 2020 2025Ridership (Daily Boarding) 93,000 1,11,000HeadwayFrequencyNo. of Trains/dayPeak hour Load factor 0.76 0.91Passenger km/day 16,80,000 19,50,000Average cost / Passenger km Rs. 0.42 Rs. 0.36Average fare/ km Rs. 0.50 Rs. 0.50Loss/profit in cost/pass km 0.08 0.14
12 min5
80 nos. (40 train/direction)
System Performance
Year Load factor % increase Load Condition Comfort levelExisting 0.71 Within Safe load High
2020 0.76 7.0% Within Safe load High2025 0.91 28.2% Crush load Moderate
User Satisfaction
2020 202593,000 1,11,000
Circular railway Passengers
Inference: This loop will provide a link for suburban
passengers to the central areas of the city. Theloop connects more origin and destination points.
In this strategy, other stations and railway sections are found out to complete the loop. Assume same trip length for those selected stations and find out population and density within
1.5km to calculate ridership using Regression analysis. Consider railway section and examine frequency and headway with suburban railway services.
Stratgy 3 + concept 5= Passdemand
Estimated passenger = 21100
COMPARATIVE EVALUATION OF ALTERNATE STRATEGIES2020 2025
15 min, 4
50%15 min, 4
50%12 min, 5
60%12 min, 5
60%
7.5 min
50%
Headway &Frequency
30 min,2
7.5 min
50%6 min
60%6 min
60%15 min
Waiting Time
0.99
39%0.60
16%0.98
38%1.07
51%0.91
28%Peak HourLoad factor
Rs. 0.32
27%Rs. 0.58
16%Rs. 0.35
20%Rs. 0.31
26%Rs. 0.36
18%Average costper pass. km
Rs. 0.33 Rs. 0.33 Rs. 0.50
52%Rs. 0.50
52%Rs. 0.53
61%Average pass.
fare/km
Rs. 0.01
+Rs. 0.25
-Rs. 0.15
+Rs. 0.19
+Rs. 0.14
+Loss/ Profit in
Cost/passengerkm
Increase
Decrease
+-
Profit
Loss
30 min,215 min, 4
50%15 min, 4
50%12 min, 5
60%12 min, 5
60%
15 min7.5 min
50%7.5 min
50%6 min
60%6 min
60%
0.85
20%0.52
27%0.79
11%0.92
30%0.76
7%
Rs. 0.32
18%Rs. 0.24
45%Rs. 0.35
20%Rs. 0.42
5%Rs. 0.66
50%
Rs. 0.33Rs. 0.33Rs. 0.50
52%Rs. 0.50
52%Rs. 0.53
61%
Rs. 0.03
-Rs. 0.33
-Rs. 0.26
+Rs. 0.15
+Rs. 0.08
+Loss/ Profit in
Cost/passengerkm
Average pass.fare/km
Average costper pass. km
Peak HourLoad factor
Waiting Time
Headway &Frequency
1 2 3 4 512345
Existing:Headway – 30 minFrequency – 2Waiting time – 15 minPeak hour load factor – 0.71Avg. cost/pass km – Rs. 0.44Avg. pass fare/km – Rs. 0.33
Strategy 3 (systemimprovements -frequency,fare policy) is identified asshort term improvementstrategy.
Strategy 5 (Completion ofentire circular) is identifiedas long term improvementstrategy.
SUMMING UP
The present study highlights the impending need to evolve or revitalize for Circular Railway in cityof Kolkata because Circular railway is an asset of Kolkata.
In the absence of proper system performance, integration with other modes of transport, it isobserved that the circular Railway has potential fruitful role in meeting mobility needs of the city.
the system is confronted with problems such as low frequency, long waiting time for commutersand poor inter modal linkages .
In future it is estimated that about 15-16% passenger shift from other modes to Circular railwayand 50% reduction in Headway time, 15-20% increase in load factor, which supports increasedpatronage on these systems.
The study also has demonstrated the application of various strategies such as systemimprovement, connectivity and fare structure improvement in order to revitalize the presentCircular railway system.
Amongst all the alternate strategies it is concluded that strategy 3 of system improvements(frequency, fare policy) would result in maximum shifting from other modes to Circular railway andminimum waiting time and better system performance. So this is identified as short termimprovement strategy.
In addition the study also identified long term improvement strategy as strategy 5- completion ofentire Circular railway loop. It is more beneficial than other strategies.
Recommendation:
Findings:
The present research is confined only how to revitalize or evolve Circular Railway incity of Kolkata. Further study will be micro level studies for different stations andit’s catchment area to evaluate the provision of dual track proposal of full network.
THANK YOU
Dual Track Proposal
Station Improvement